Discussions About Getting Around Columbus, Ohio

A City that “Gets It”

I visited Minneapolis-St. Paul for the first time a few years ago. In some ways it reminded me of a bigger version of Columbus. The major employers are largely white-collar, which has helped the region avoid economic decline like some other Midwestern cities. It’s a state capital. There’s a major university. And driving around on the numerous freeways was relatively headache-free.

Minneapolis has done some more innovative things than most cities though. They share tax revenue throughout the region. This reduces competition between suburbs and cities for limited corporate and industrial land uses, disparities between rich and poor communities, and allows for smarter development planning. They have implemented congestion pricing with high occupancy/toll (HOT) lanes on I-394. The region’s Hiawatha light rail line opened in 2004, connecting downtown Minneapolis to the Airport and the Mall of America. At least two additional light rails are being planned; the “Central Corridor” line connecting downtown Minneapolis to the University of Minnesota and downtown St. Paul , and the Southwest Transitway to suburban Eden Prairie. The Northstar commuter rail line is also set to open in 2009.

The article below explains how Minneapolis is working to reduce automobile parking requirements while still bringing people into downtown by other means. Ultimately this will lead to more land downtown devoted to people and economic activity instead of storing cars. This stands in contrast to Columbus’ policy of public funding for new parking garages, which in my opinion will ultimately lead to more congestion on the freeways and less land downtown being used to its full potential.

Parking in the City of Minneapolis may soon get more difficult for motorists, but easier for bicyclists.

A proposed amendment to parking regulations, proposed to the City Council this month, will allow future developments to provide fewer off-street parking spaces than they currently do. The amendment also seeks to increase bicycle parking in the city.

Most businesses currently have an off-street parking requirement of one space per 300 square feet. The amendment would reduce this requirement for most uses, to one space per 500 square feet.

Bicycle parking requirements could also change. The City currently doesn’t require bicycle parking citywide, but changes would require almost all newly established businesses to accommodate at least three bicycles.

…Weinberger said Minneapolis needs to be strategic about where it reduces the requirements for off-street parking. Focusing on areas near a light rail or around the University, where public transit is readily available, is a good idea, she said.

“You want to make it easier for people to come, but harder for them to come by car,” she said.

This and Phoenix. I just wish we were giving an all out 110% effort to improve several of our streets for residents and businesses with traffic calming and/or cycling signage where necessary and an easily accessible bike boulevard system that connects east-west and north-south on a few streets. Motorists won’t have anything to complain about since there are plenty of side streets to set aside.